Marine drives having accessible cowling interior and battery

ABSTRACT

A marine drive is for propelling a marine vessel. The marine drive has a propulsor configured to generate a thrust force in a body of water, an electric motor which powers the propulsor, a battery having a battery port for outputting battery power, a supporting frame which supports the marine drive relative to marine vessel, the supporting frame having a frame interior which retains the batter, and a cowling on the supporting frame. The cowling has a first cowl portion and a second cowl portion which is movable relative to the first cowl portion into a closed position enclosing the supporting frame and the battery in a cowling interior and alternately into an open position providing access to the cowling interior enabling insertion and removal of the battery.

FIELD

The present disclosure relates to marine drives for propelling a marinevessel in water.

BACKGROUND

The following U.S. Pat. Nos. are incorporated by reference in entirety.

U.S. Pat. No. 9,701,383 discloses a marine propulsion support systemhaving a transom bracket, a swivel bracket, and a mounting bracket. Adrive unit is connected to the mounting bracket by a plurality ofvibration isolation mounts, which are configured to absorb loads on thedrive unit that do not exceed a mount design threshold. A bump stoplocated between the swivel bracket and the drive unit limits deflectionof the drive unit caused by loads that exceed the threshold. An outboardmotor includes a transom bracket, a swivel bracket, a cradle, and adrive unit supported between first and second opposite arms of thecradle. First and second vibration isolation mounts connect the firstand second cradle arms to the drive unit, respectively. An uppermotion-limiting bump stop is located remotely from the vibrationisolation mounts and between the swivel bracket and the drive unit.

U.S. Pat. No. 9,963,213 discloses a system for mounting an outboardmotor propulsion unit to a marine vessel transom. The propulsion unit'smidsection has an upper end supporting an engine system and a lower endcarrying a gear housing. The mounting system includes a support cradlehaving a head section coupled to a transom bracket, an upper structuralsupport section extending aftward from the head section and alongopposite port and starboard sides of the midsection, and a lowerstructural support section suspended from the upper structural supportsection and situated on the port and starboard sides of the midsection.A pair of upper mounts couples the upper structural support section tothe midsection proximate the engine system. A pair of lower mountscouples the lower structural support section to the midsection proximatethe gear housing. At least one of the upper and lower structural supportsections comprises an extrusion or a casting.

U.S. patent application Ser. No. 17/469,479 discloses a propulsiondevice for rotating a propulsor to propel a marine vessel. Thepropulsion device includes a drive housing having a cavity that extendsalong a first central axis. A motor is positioned within the cavity. Themotor rotates a shaft extending along a second central axis that isnon-coaxial with the first central axis. The shaft is configured torotate the propulsor to propel the marine vessel.

U.S. patent application Ser. No. 17/487,116 discloses an outboard motorhaving a transom clamp bracket configured to be supported on a transomof a marine vessel and a swivel bracket configured to be supported bythe transom clamp bracket. A propulsion unit is supported by the swivelbracket, the propulsion unit comprising a head unit, a midsection belowthe head unit, and a lower unit below the midsection. The head unit,midsection, and lower unit are generally vertically aligned with oneanother when the outboard motor is in a neutral tilt/trim position. Thepropulsion unit is detachable from the transom clamp bracket.

U.S. patent application Ser. No. 17/509,739 discloses an apparatus forremovably supporting a marine drive on a marine vessel. The apparatushas a transom bracket assembly for mounting to the marine vessel, asteering bracket for coupling the marine drive to the transom bracketassembly so the marine drive is steerable relative to the transombracket assembly and the marine vessel, and an integrated copilot andlocking mechanism configured to retain the steering bracket in aplurality of steering orientations. The mechanism is further configuredto lock and alternately unlock the steering bracket relative to thetransom bracket assembly such that in a locked position the marine driveis retained on the transom bracket assembly and such that in an unlockedposition the marine drive is removable from the transom bracketassembly.

U.S. patent application Ser. No. 17/550,463 discloses a marine drivehaving a supporting frame for coupling the marine drive to a marinevessel, a gearcase supporting a propulsor for propelling the marinevessel in water, an extension leg disposed between the supporting frameand the gearcase, and an adapter plate between the supporting frame andthe extension leg. A tube is in the extension leg. The tube has a lowerend which is coupled to the gearcase and upper end which is coupled tothe adapter plate by a compression nut threaded onto the tube, whereinthreading the compression nut down on the tube compressively engages thecompression nut with the adapter plate, which in turn clamps theextension leg between the supporting frame and the gearcase.

U.S. patent application Ser. No. 17/554,540 discloses an outboard motorhaving a cowling, a gearcase, a midsection located axially between thecowling and the gearcase, a steering arm extending forwardly from themidsection, and an anti-ventilation plate between the midsection and thegearcase. A wing extends laterally from the steering arm. The wing, alateral side of the cowling, and a lateral side of the gearcase togetherdefine a side tripod which supports the outboard motor in a side laydownposition. The anti-ventilation plate has a rear edge with laterallyouter rear support members, which together with the rear of the cowlingform a rear tripod which supports the outboard motor in a rear laydownposition.

SUMMARY

This Summary is provided to introduce a selection of concepts that arefurther described herein below in the Detailed Description. This Summaryis not intended to identify key or essential features of the claimedsubject matter, nor is it intended to be used as an aid in limitingscope of the claimed subject matter.

In non-limiting examples disclosed herein, a marine drive is forpropelling a marine vessel. The marine drive comprises a propulsorconfigured to generate a thrust force in a body of water, an electricmotor which powers the propulsor, a battery having a battery port foroutputting battery power, and a supporting frame which supports themarine drive relative to marine vessel, the supporting frame having aframe interior which retains the battery. A cowling is on the supportingframe, the cowling having a first cowl portion and a second cowl portionwhich is movable relative to the first cowl portion into a closedposition enclosing the supporting frame and the battery in a cowlinginterior and alternately into an open position providing access to thecowling interior enabling insertion and removal of the battery.

In non-limiting examples disclosed herein, the first cowl portioncomprises a cowl body disposed on the front, the back, the port side andthe starboard side of the supporting frame and the second cowl portioncomprises a lid located on the top of the supporting frame. The lid ismovable relative to the cowl body into and between the closed positionand the open position. The lid comprises a front end that is latched tothe supporting frame by a latch and a rear end that is pivotally coupledto the supporting frame by a hinge.

BRIEF DESCRIPTION OF THE DRAWINGS

Examples are described with reference to the following drawing figures.The same numbers are used throughout to reference like features andcomponents.

FIG. 1 is a starboard side perspective view of a marine drive accordingto the present disclosure.

FIG. 2 is a starboard side exploded view of the marine drive.

FIG. 3 is a starboard side perspective view of a supporting frame forthe marine drive.

FIG. 4 is a port side perspective view of the supporting frame.

FIG. 5 is view of the interior of a port side cowl panel for the marinedrive.

FIG. 6 is a view of the interior of a starboard side cowl panel for themarine drive.

FIG. 7 is a view of the interior of a rear cowl panel for the marinedrive.

FIG. 8 is a view of the interior of a front top cowl panel for themarine drive.

FIG. 9 is a view of the interior of a front bottom cowl panel for themarine drive.

FIG. 10 is starboard side perspective view of a supporting frame of themarine drive, illustrating various accessory components mounted thereon.

FIG. 11 is a port side perspective view of the supporting frame,illustrating various accessory components mounted thereon.

FIG. 12 is a perspective view looking down into a frame interior of thesupporting frame.

FIG. 13 is a perspective view of a fuse carrier prior to installationonto the supporting frame.

FIG. 14 is a sectional view of the fuse carrier installed onto thesupporting frame.

FIG. 15 is a starboard-side perspective view of the supporting framehaving the rear cowl panel and the port side cowl panel mounted thereon.

FIG. 16 is a view of section 16-16, taken in FIG. 15 .

FIG. 17 is a view of section 17-17, taken in FIG. 15 .

FIG. 18 is a starboard-side perspective view of the supporting framehaving the rear cowl panel, the port side cowl panel, and the starboardside cowl panel mounted thereon.

FIG. 19 is an exploded view of a display screen, an upper front cowlpanel and a backing bracket for mounting the display screen to the upperfront cowl panel.

FIG. 20 is a partial interior view of the backing bracket, displayscreen, and upper front cowl panel.

FIG. 21 is an exploded view illustrating the upper front cowl panel anda lower front cowl panel removed from the supporting frame.

FIG. 22 is a front perspective view of the marine drive, illustratingthe upper front cowl panel and lower front cowl panel mounted thereon.

FIG. 23 is a view of section 23-23, taken in FIG. 22 , illustrating alatch in a latched position for closing a lid on the supporting frame,thereby enclosing the frame interior.

FIG. 24 is an interior perspective view of the lid latched to thesupporting frame by the latch, and a pedestal for retaining a firstembodiment of a motor port cover in a storage position.

FIG. 25 is a view of section 23-23, taken in FIG. 22 , illustrating thelatch in an unlatched position for opening the lid and exposing theframe interior.

FIG. 26 is an interior perspective view of the lid unlatched from thesupporting frame.

FIG. 27 is a sectional view illustrating the lid in the closed position,and also illustrating the latch, the motor port cover mounted on thepedestal, and a hinge that pivotably couples the lid to the supportingframe.

FIG. 28 is a view like FIG. 27 , illustrating the lid in the openposition.

FIG. 29 a perspective view looking down at the marine drive andillustrating installation of a battery into the frame interior.

FIG. 30 is a sectional view illustrating the battery installed in theframe interior.

FIG. 31 is a partial view of FIG. 30 , illustrating actuation of a latchfor removing the battery from the frame interior.

FIG. 32 is a view like FIG. 31 , illustrating the latch unlatched forremoval of the battery.

FIG. 33 is a view like FIG. 30 , illustrating the battery being removedfrom the frame interior.

FIG. 34 is a perspective view of a removal assist mechanism for thebattery.

FIG. 35 is a perspective view of the battery removed from the frameinterior.

FIG. 36 is a top view of the frame interior, illustrating a motor portfor connecting the battery to an electric motor for powering a propulsoron the marine drive.

FIG. 37 is a top view of the frame interior illustrating the motor portcover on the motor port.

FIG. 38 is a side view of a second embodiment of a motor port cover onthe motor port for preventing environmental wear or damage of the motorport, the motor port cover illustrated in solid lines on the motor portand illustrated in dashed lines removed from the motor port.

FIG. 39 is a side view of a third embodiment of a motor port coverillustrated on the motor port.

FIG. 40 is a view like FIG. 39 , illustrating the motor port coverremoved from the motor port.

DETAILED DISCLOSURE

In the present description, certain terms have been used for brevity,clarity, and understanding. No unnecessary limitations are to be impliedtherefrom beyond the requirement of the prior art because such terms areused for descriptive purposes only and are intended to be broadlyconstrued. The different apparatuses described herein may be used aloneor in combination with other apparatuses. Various equivalents,alternatives and modifications are possible within the scope of theappended claims.

FIGS. 1 and 2 illustrate a marine drive 50 according to the presentdisclosure. In the illustrated embodiment the marine drive 50 is anoutboard motor, however many of the inventive concepts described hereinbelow are not limited for use with outboard motors. In other embodimentsthe marine drive 50 could be a stern drive, pod drive, inboard/outboarddrive and/or the like. In the illustrated example, the marine drive 50extends from front to rear in a longitudinal direction 52, from portside to starboard side in a lateral direction 54 that is perpendicularto the longitudinal direction 52, and from top to bottom in an axialdirection 56 that is perpendicular to the longitudinal direction 52 andperpendicular to the lateral direction 54. The marine drive 50 has apropulsor 58, which in the illustrated example includes a propeller 60configured to generate a thrust force for propelling a marine vessel inthe surrounding body water, as is conventional. The type andconfiguration of the propulsor 58 can vary from what is illustrated anddescribed, and in other examples can include more than one propeller,and/or one or more impellers, and/or the like. In the illustratedexample, the propulsor 58 extends from the rear of the gearcase or lowerunit 62 of the marine drive 50, however in other examples the propulsor58 can extend from the front of the lower unit 62 in a pulling- ortractor-type arrangement. In use, the lower unit 62 remains stationaryrelative to the rest of the marine drive 50, however in other examplesthe lower unit 62 and propulsor 58 could be steerable relative to therest of the marine drive 50, for example about an axially extendingsteering axis. Other configurations are contemplated and are possiblewithin the scope of the present disclosure.

The marine drive 50 has an electric motor 64 located in the lower unit62 and configured to cause rotation of a propeller shaft supporting thepropeller 60. The type and configuration of the electric motor 64 canvary, and non-limiting examples includes an axial flux motor, a radialflux motor, or a transverse flux motor, such as those produced byElectric Torque Machines of Flagstaff, Arizona (a Graco Company).

The marine drive 50 also has a battery 400, which will be furtherdescribed herein below. The battery 400 provides battery power to theelectric motor 64 via electrical wires 70 extending into the lower unit62 via a strut 72. The battery 400 is further illustrated and describedherein below with reference to FIGS. 29-36 .

The marine drive 50 is configured to be attached to the marine vessel bya steering arm 76 and a transom bracket 78. The transom bracket 78 isclamped to the marine vessel in a conventional manner and facilitatessteering of the marine drive 50 relative to the marine vessel about asteering axis, and trim of the marine drive 50 relative to the marinevessel about a trim axis. A tiller arm 80 is mounted on the outer end ofthe steering arm 76 and configured for manual steering by the operatorof the marine drive 50 while situated in the marine vessel.

Referring to FIGS. 2-4 , the marine drive 50 has a novel supportingframe 82 for supporting various components of the marine drive 50 andfor supporting the entire marine drive 50 relative to the marine vessel.The supporting frame 82 extends from a front to a rear in thelongitudinal direction 52, from port side to starboard side in thelateral direction 54, and from top to bottom in the axial direction 56.In a preferred embodiment, the supporting frame 82 is a monolithiccomponent having a monolithic body 84 that defines a frame interior 86for supporting the noted battery 400, as will be further explainedherein below. The supporting frame 82 further has a support leg 88 whichis integrally formed with and extends downwardly from the monolithicbody 84. The support leg 88 is fastened to the strut 72, as illustrated.The supporting frame 82 also includes a portion of the noted steeringarm 76 which is integrally formed with and extends forwardly from themonolithic body 84. The steering arm 76 is coupled to the transombracket 78 and the tiller arm 80.

FIGS. 10 and 11 illustrate the supporting frame 82 during initial stagesof an assembly process for the marine drive 50. As illustrated, thesides, front, rear, and bottom of the monolithic body 84 define atrusswork on which various accessory components of the marine drive 50are mounted via fasteners, including for example screws, ties, and/orthe like. Examples of the accessory components which are mounted to thetrusswork include electrical wiring, electrical wiring harnesses, DCconverters, printed circuit boards, fuses, and/or various otheraccessory components for the marine drive 50. The components illustratedin FIGS. 10 and 11 are typically installed during the initial stages ofthe assembly process, and particularly prior to mounting of variouscowling components, which will be further described herein below. Thecomponents can be installed during latter stages of the assemblyprocess.

Referring back to FIGS. 1 and 2 , a cowling 90 is mounted on thesupporting frame 82. The cowling 90 encloses the frame interior 86 andcovers various components mounted to the trusswork. The cowling 90 alsoencloses the battery 400 located in the frame interior 86. Themonolithic body 84 of the supporting frame 82 is itself is locatedinside of a cowling interior 300 defined by the cowling 90, as will befurther described herein below with reference to FIGS. 29-36 . The typeand configuration of the cowling 90 can vary from what is shown anddescribed, and for example can include one or more portions that aremounted to the supporting frame 82. In general, the cowling 90 includesa first cowl portion consisting of a cowl body 92 on the supportingframe 82 and a second cowl portion consisting of a lid 94 located on thetop of the cowl body 92. The second cowl portion or lid 94 is movablerelative to the first cowl portion or cowl body 92 into and between theclosed position illustrated in FIG. 1 , and an open position(illustrated in FIG. 28 ) exposing and providing access to the frameinterior 86 and the cowling interior 300, as will be further describedherein below. In the illustrated embodiment, the cowl body 92 is locatedon the front, the back, the port side and the starboard side of thesupporting frame 82, and the lid 94 is located on the top of thesupporting frame 82.

Referring to FIGS. 2 and 5-7 , the cowl body 92 includes a plurality ofcowl panels, including a port side cowl panel 100 (FIG. 5 ), a starboardside cowl panel 102 (FIG. 6 ), a rear cowl panel 104 (FIG. 7 ), an upperfront cowl panel 106 (FIG. 8 ), and a lower front cowl panel 108 (FIG. 9). In other examples, instead of comprising multiple panels, the cowlbody 92 could wrap around the supporting frame 82.

Referring to FIG. 7 , the rear cowl panel 104 is a generally angular,plate-like member having an outer perimeter 110. Mounting bossesprotrude from the interior surface of the rear cowl panel 104. Inparticular, port and starboard mounting bosses 112 are located along thetop of the rear cowl panel 104 and a center mounting boss 114 is locatedalong the bottom of the rear cowl panel 104. Each of the mounting bosses112, 114 has a through-bore formed therethrough for retaining a fastenerinserted from outside of the rear cowl panel 104, as will be furtherdescribed herein below. The rear cowl panel 104 also has a locatingdevice 116, which as will be further explained herein below is forinitially locating the rear cowl panel 104 on the supporting frame 82during installation thereof. The locating device 116 includes a dowelpin 120, which in the illustrated example is an elongated cross-pinlocated adjacent the starboard-side mounting boss 112, along the topside of the rear cowl panel 104, and protruding outwardly from theinterior surface of the rear cowl panel 104. The rear cowl panel 104also has an orienting device 118 for subsequently rotationally orientingthe rear cowl panel 104 relative to the supporting frame 82 duringinstallation. The orienting device 118 includes an annular protrusion122 extending around the through-bore in the center mounting boss 114.

The rear cowl panel 104 is the first of the plurality of cowl panels tobe installed on the supporting frame 82. The locating device 116 andorienting device 118 advantageously facilitate efficient and accurateinstallation of the rear cowl panel 104 onto the rear of the supportingframe 82, as follows. Referring to FIGS. 2, 4, 7 and 12 , a technicianand/or other person brings the rear cowl panel 104 to the rear of thesupporting frame 82 (see dash-and-dot lines in FIG. 2 ) such that thedowel pin 120 is partially inserted into a dowel hole 124 (which isshown in FIG. 4 ) on the rear of the supporting frame 82. The dowel pin120 is freely rotatable in the dowel hole 124, which allows thetechnician to subsequently rotate the rear cowl panel 104 about the axisdefined by the dowel pin 120 until the annular protrusion 122 is alignedwith a corresponding countersunk threaded bore 126 (which is shown inFIG. 4 ) on the rear of the supporting frame 82. Once properly aligned,(see FIG. 12 ) the technician is able to move the rear cowl panel 104further towards the rear of the supporting frame 82 such that the dowelpin 120 is fully inserted into the dowel hole 124 and the annularprotrusion 122 is fully engaged with the corresponding countersunkthreaded bore 126. This automatically aligns each of the port andstarboard mounting bosses 112 with corresponding threaded holes 128(shown in FIG. 4 ) on along the top of the rear of the supporting frame82. Thereafter, fasteners 130 (shown in FIG. 2 ) are inserted throughthe rear cowl panel 104, via the mounting bosses 112, 114 and intothreaded engagement with the rear of the supporting frame 82.

Referring now to FIGS. 5 and 6 , the port side cowl panel 100 and thestarboard side cowl panels 102 are the next of the plurality of cowlpanels to be installed on the supporting frame 82. The port side cowlpanel 100 and the starboard side cowl panel 102 are nearly mirror imagesof each other with only a few differences. Thus the followingdescription of the nature of an installation of the port side cowl panel100 for the most part applies to the starboard side cowl panel 102. Likereference numbers are illustrated in the drawings. The port side cowlpanel 100 is a generally flat member having a perimeter 132 extendingentirely around the port side cowl panel 100. An arc-shaped splitcontour line 134 extends from the top to the bottom through the middleof the port side cowl panel 100. Various contoured panel sections arelocated on either side of the arc-shaped split contour line 134. Aplurality of mounting bosses 136 protrude from the upper portion of theinterior surface of the port side cowl panel 100, each having threadedbores formed therein for engagement by a hidden fastener that couplesthe port side cowl panel 100 to the supporting frame 82, as will befurther described herein below. The port side cowl panel 100 also has alocating device 140, which as will be further explained herein below isfor initially locating the port side cowl panel 100 on side of thesupporting frame 82 during installation thereof. The locating device 140includes a dowel pin 144, which in the illustrated example is anelongated cross-pin located at the front side of the port side cowl,alongside the perimeter 132 and alongside one of the mounting bosses136. The port side cowl panel 100 also has an orienting device 146 forsubsequently rotationally orienting the port side cowl panel 100relative to the supporting frame 82 during installation. The orientingdevice 146 is a slotted boss 148 which is cylindrically shaped and hasan axially-oriented slot 149 formed in its end face. The slotted boss148 has a bore for receiving a fastener, as will be explained hereinbelow. The slotted boss 148 is located along the lower front of the portside cowl panel 100, alongside the perimeter 132.

The locating device 140 and orienting device 146 advantageouslyfacilitate efficient and accurate installation of the port side cowlpanel 100 and the starboard side cowl panel 102 onto the port andstarboard sides of the supporting frame 82, as follows. Referring now toFIGS. 15-18 , the technician brings the port side cowl panel 100 to theport side of the supporting frame 82 and partially inserts the dowel pin144 into a dowel hole 150 on the top of the port side of the supportingframe 82 (see FIGS. 17-18 ). The dowel pin 144 is freely rotatablewithin the dowel hole 150, which allows the technician to rotate theport side cowl panel 100 relative to the port side of the supportingframe 82 until the slotted boss 148 is aligned with opposed flats 152 onopposite side of a mounting boss 154 located on the lower end of thesupport leg 88 (see FIGS. 15-16 ). An elbow flange 153 (see FIG. 5 ) onthe forward side of the perimeter 132 facilitates easy alignment viaengagement with the front of the supporting frame 82. Next thetechnician presses the port side cowl panel 100 further onto the portside of the supporting frame 82 so as to fully insert the dowel pin 144into the dowel hole 150 and so as to fully engage the slotted boss 148with the opposed flats 152 on the mounting boss 154. (See FIG. 15 ).This advantageously automatically aligns the various mounting bosses 136with bores on the supporting frame 82. Thereafter, referring to FIG. 18, the technician reaches into the frame interior 86 from the top of thesupporting frame 82 and installs fasteners 158 through the bores andinto threaded engagement with the mounting bosses 136. The fasteners 158are thus advantageously hidden from view exterior of the marine drive 50and thus are referred to herein as “hidden fasteners”. Next, withcontinued reference to FIG. 18 , the technician brings the starboardside cowl panel 102 to the starboard side of the supporting frame 82 andpartially inserts the dowel pin 144 into a dowel hole 150 on the top ofthe port side of the supporting frame 82, and continues installing thestarboard side cowl panel 102 by repeating the steps described hereinabove regarding the port side cowl panel 100.

Referring to FIGS. 16 and 18 , once the port side cowl panel 100 and thestarboard side cowl panel 102 are fastened to the supporting frame 82via the hidden fasteners 158, the technician inserts fasteners 160through mounting bosses 162 and into engagement with correspondingopposed threaded bores on the upper portion of the support leg 88 andthrough the slotted boss 148 and into engagement with correspondingopposed threaded bores on the lower portion of the support leg 88.Referring to FIG. 18 , the technician also inserts two externallyvisible fasteners 168 through bosses 171 located along the rear of thestarboard side cowl panel 102 and into threaded engagement with threadedbores formed in mounting bosses 172 extending from the interior surfaceof the port side cowl panel 100, along the rear thereof. Thus, the portside cowl panel 100 and the starboard side cowl panel 102 are fastenedtogether along their rear sides via fasteners 168.

Referring now to FIGS. 5 and 15 , along the rear side of the cowl body92, particularly along the lower portion thereof, the port side cowlpanel 100 has a lip 176, which as illustrated in FIG. 15 overlaps theouter perimeter 110 on the bottom of the rear cowl panel 104 when theport side cowl panel 100 is installed. Installation of the starboardside cowl panel 102 causes its perimeter 132 to overlap the outerperimeter 110 on the bottom of the rear cowl panel 104 and the lip 176on the port side cowl panel 100. The perimeter 132 of the port side cowlpanel 100 and the starboard side cowl panel 102, particularly along theupper rear portions thereof, overlap the perimeter edges of the rearcowl panel 104, particularly along the port and starboard sides thereof.Thus, the rear cowl panel 104 is effectively sandwiched between theperimeter edges of the port and starboard side cowl panels 100, 102,along the rear edges thereof. The bottom of the port side cowl panel 100and the starboard side cowl panel 102 have an inwardly turned lip 180which is turned inwardly towards the strut 72.

Next, the upper front cowl panel 106 (see FIG. 8 ) and the lower frontcowl panel 108 see (FIG. 9 ) are installed.

Referring first to FIG. 9 , the lower front cowl panel 108 is anelongated plate-like member having a U-shaped cross section. The lowerfront cowl panel 108 has an outer perimeter consisting of opposingstraight side edges 182, a U-shaped top edge 184 which defines a spacethrough which the lower half of the steering arm 76 extends when thelower front cowl panel 108 is installed on the supporting frame 82 (seeFIG. 22 ), and a bottom edge 188 having an inwardly turned lip 190,which together with the inwardly turned lips 180 on the lower rear sidesof the port side cowl panel 100 and the starboard side cowl panel 102surrounds the strut 71 when these components are fully installed (seeFIG. 22 ). Referring to FIG. 9 , the lower front cowl panel 108 has fourmounting bosses 192, including port and starboard upper mounting bossesand port and starboard lower mounting bosses. The lower front cowl panel108 also has a locating device 194, which as will be further explainedherein below is for initially locating the lower front cowl panel 108 onrear of the supporting frame 82 during installation thereof. Thelocating device 194 includes a dowel pin 196, which in the illustratedexample is an elongated cross-pin located at the top of the lower frontcowl panel 108, adjacent the upper port-side mounting boss, andprotruding outwardly from the interior surface of the lower front cowlpanel 108. The lower front cowl panel 108 also has an orienting device198 for orienting the lower front cowl panel 108 relative to thesupporting frame 82 during installation. The orienting device 198includes another dowel pin 200, which in the illustrated example is anelongated cross-pin located at the bottom of the lower front cowl panel108, between the lower port and starboard mounting bosses and protrudingoutwardly from the interior surface of the lower front cowl panel 108.

The locating device 194 and orienting device 198 advantageouslyfacilitate efficient and accurate installation of the lower front cowlpanel 108 onto the lower front side of the supporting frame 82, asfollows. Referring to FIGS. 9 and 21 , initially the technician bringsthe lower front cowl panel 108 to the lower front side of the supportingframe 82 and partially inserts the dowel pin 196 into a dowel hole 202(shown in FIG. 18 ) on the supporting frame 82. The dowel pin 196 isfreely rotatable within the dowel hole 202, which allows the technicianto rotate the lower front cowl panel 108 relative to the lower frontside of the supporting frame 82 until the dowel pin 200 is aligned withan elongated dowel slot 204 (shown in FIG. 18 ) on the lower end of thesupport leg 88. The elongated nature of the dowel slot 204 providesfreedom of movement during this process. Next the technician presses thelower front cowl panel 108 onto the lower front side of the supportingframe 82, in the direction of the dash-and-dot lines in FIG. 21 , whichfully inserts the dowels pins 196, 200 into the dowel hole 150 and dowelslot 204, respectively. This advantageously automatically aligns thevarious mounting bosses 192 with corresponding threaded bores on thesupporting frame 82. Thereafter, the technician installs externallyvisible fasteners 205 through bores extending through the mountingbosses 192 and into engagement with the respective threaded bores on thesupporting frame 82 so as to fixedly mount the lower front cowl panel108 onto the supporting frame 82. In the mounted position, the opposingstraight side edges 182 overlap the perimeter 132 of the port andstarboard side cowl panels 100, 102, along the lower forward sidesthereof, advantageously covering the fasteners 160, hiding them fromview and thus rendering the fasteners 160 “hidden fasteners”.

Now referring to FIGS. 8 and 21 , installation of the upper front cowlpanel 106 will be described. The upper front cowl panel 106 is anangular, plate-like member having a perimeter edge 210 that is inwardlyturned so that the perimeter edge 201 overlaps the perimeter 132 on theupper forward sides of the port and starboard side cowl panels 100, 102when the upper front cowl panel 106 is installed, thus hiding fasteners160. Upper front cowl panel 108 has a U-shaped bottom edge 214 whichdefines a space through which the upper half of the steering arm 76extends when the upper front cowl panel 106 is installed on thesupporting frame 82 (see FIG. 22 ). Referring to FIG. 8 , the upperfront cowl panel 106 has four mounting bosses 216 including port andstarboard upper mounting bosses and port and starboard lower mountingbosses, each having a through-bore for receiving a fastener. The upperfront cowl panel 106 also has a locating device 218, which as will befurther explained herein below is for initially locating the upper frontcowl panel 106 on front of the supporting frame 82 during installationthereof. The locating device 218 includes a dowel pin 220, which in theillustrated example is an elongated cylindrical pin located below theupper starboard-side mounting boss, and protruding outwardly from theinterior surface of the upper front cowl panel 106. The upper front cowlpanel 106 also has an orienting device 222 for orienting the upper frontcowl panel 106 relative to the supporting frame 82 during installation.The orienting device 222 includes an annular protrusion 224 extendingaround the through-bore in the port-side lower mounting boss 216.

The locating device 218 and the orienting device 222 advantageouslyfacilitate efficient and accurate installation of the upper front cowlpanel 106 onto the upper front side of the supporting frame 82, asfollows. Referring to FIG. 21 , the technician brings the upper frontcowl panel 106 to the upper front side of the supporting frame 82 andpartially inserts the dowel pin 220 into a dowel hole 226 (shown in FIG.15 ) on the front of the supporting frame 82. The dowel pin 220 isfreely rotatable within the dowel hole 226, which allows the technicianto rotate the upper front cowl panel 106 relative to the upper frontside of the supporting frame 82 until the annular protrusion 224 isaligned with a countersunk bore 228 (shown in FIG. 15 ) on thesupporting frame 82. Next, referring to FIG. 21 , the technician pressesthe upper front cowl panel 106 onto the upper front side of thesupporting frame 82, in the direction of the dash-and-dot lines in FIG.21 , which fully inserts the dowels pin 220 into the dowel hole 226 andthe annular protrusion 224 into the countersunk bore 228. Thisadvantageously automatically aligns the various mounting bosses 216 withthreaded bores on the supporting frame 82. Thereafter, the technicianinstalls externally visible fasteners 232 through the bores extendingthrough the mounting bosses 216 and into engagement with the respectivethreaded bores so as to fixedly mount the upper front cowl panel 106onto the supporting frame 82.

Referring to FIGS. 19 and 20 , prior to installation of the upper frontcowl panel 106 onto the supporting frame 82, a display screen device 240is installed on the upper front cowl panel 106. The display screendevice 240 has a planar display screen 242 that is set at an angularorientation so that the it is easily visible from in front of and abovethe marine drive 50, for example by a person sitting or standing in themarine vessel, proximate to the transom. The upper front cowl panel 106has an opening 244 in which the display screen device 240 is disposed.Mounting edges 243 frame the opening 244. The display screen device 240is mounted to the upper front cowl panel 106, as illustrated in dashedlines in FIG. 19 . In particular, a backing bracket 246 is installedinto the rear of the rear of the opening 244 and the planar displayscreen 242 is installed into the front of the opening 244. The backingbracket 246 is affixed to the planar display screen by fasteners 250242, sandwiching the mounting edges 243 therebetween. Bracket arms 252on the backing bracket 246 help retain the planar display screen 242 inplace.

The upper portion of the opening 244 is defined by the top of the uppercowl panel 106, which is supported on arms 103, 105 that laterallyinwardly extend from the upper forward edges of the port and starboardside cowl panels 100, 102. The top of the upper cowl panel 106 and thearms 103, 105 together define a top portion of the opening 244 whichlongitudinally overhangs the top of the planar display screen 242. Thusthe top of the opening 244 provides sunshade to the planar displayscreen 242, facilitating easier viewing. Optionally the display screendevice 240 contains a conventional Global Positioning System sensor or“GPS puck 248”, which is aligned with a corresponding hole 254 in thebacking bracket 246. This ensures that the backing bracket 246, which ismade of metal, does not interfere with wireless signals to and from theGPS puck 248.

Now referring to FIGS. 27 and 28 , the second cowl portion or lid 94 ismovable relative to the first cowl portion or cowl body 92 into andbetween a closed position (see FIG. 27 ) enclosing the frame interior 86and surrounding cowling interior 300, and an open position (see FIG. 28) exposing and providing access to the frame interior 86 and surroundingcowling interior 300. The lid 94 is a generally trapezoidal, plate-likemember having downwardly turned side edges 301 which overlap the upperedges of the port and starboard side cowl panels 100, 102 when the lid94 is in the closed position. The lid 94 has a front end which islatched to the supporting frame 82 by a latch 302, and a rear end whichis pivotally coupled to the supporting frame 82 by a hinge 304.

Referring to FIGS. 2, 13, 27 and 28 , the hinge 304 includes astationary frame 306 (which is best shown in FIGS. 2 and 13 ) which isfixed to the supporting frame 82 and opposing hinge arms 308 (which arebest shown in FIGS. 2, 27 and 28 ) which pivotally couple the lid 94 tothe stationary frame 306 along a pivot axis. The stationary frame 306 isaffixed to the supporting frame 82 during assembly of the rear cowlpanel 104 onto the supporting frame 82. The stationary frame 306includes a generally U-shaped plate member having a stationary body 310and opposing stationary arms 312 that extend transversely from thestationary body 310. Holes are formed through opposing ends of thestationary body 310 for receiving fasteners 130, as illustrated bydash-and-dot lines in FIG. 2 , during assembly of the rear cowl panel104, as described herein above. The fasteners 130 fasten the stationaryframe 306 in a position between the top of the rear cowl panel 104 andthe top of the rear of the supporting frame 82. Referring to FIGS. 27and 28 , the opposing hinge arms 308 are generally L-shaped platemembers having a first end pivotally coupled to the opposing stationaryarms 312 along the pivot axis by a fastener such that the hinge arms 308are pivotable with respect to the opposing stationary arms 312 into andbetween the illustrated positions. The hinge arms 308 have a second endfastened mounting flanges 314 fixed to and extending downwardly from theinterior surface of the lid 94, proximate to the rear of the lid 94. Astop finger 316 transversely extends transversely inwardly from thefirst end of each hinge arm 308. The stop fingers 316 engage a lowerstop surface 318 on the supporting frame 82 to as to stop pivotingmotion of the lid 94 in the open position illustrated in FIG. 22 .

Referring to FIGS. 13 and 28 , a detent mechanism 320 is speciallyconfigured to retain the hinge arms 308 in the open position. The detentmechanism 320 includes a ball 322 retained within a cylinder 324 in thestationary arm 312. The ball 322 is retained in the cylinder 324 but isbiased outwardly therefrom by a compression spring in the cylinder 324such that the ball 322 protrudes partially outwardly from the cylinder324 into abutting engagement with the interior surface of the hinge arm308. A corresponding inwardly oriented spherical indentation or recess326 is formed in the hinge arm 308. The recess 326 becomes aligned withthe ball 322 when the lid 94 is pivoted into the open positionillustrated in FIG. 22 , the stop fingers 316 engage the lower stopsurface 318, in which position the noted spring biases the ball 322 intothe recess 326, so as to pop into the recess and retain the lid 94 inthe open position. When it is desired to move the lid 94 out of the openposition in the direction of arrow 321, the user pushes on the lid 94,which overcomes the spring bias to push the ball 322 out of the recess326 as the hinge arms 308 are pivoted relative to the stationary frame306.

Referring to FIGS. 23-26 , the latch 302 includes a latch engagement arm330 which in the illustrated example is a hook-shaped plate member thatis fixed to the interior surface of the lid 94, at the front thereof, inparticular by fasteners 332 fixed to a mounting flange 334, configuredsuch that the latch engagement arm 330 protrudes downwardly from theinterior surface of the lid 94. Referring to FIGS. 23 and 25 , the latch302 also includes a latch retainer 336 mounted on the supporting frame82, particularly along the top front portion thereof within the opening244 in the upper cowl panel 106. As further described herein below, thelatch 302 is configured such that pivoting the lid 94 into the closedposition illustrated in FIG. 27 causes the latch retainer 336 toautomatically retain the latch engagement arm 330 and thereby retain thelid 94 in the closed position.

Referring to FIG. 23 , the latch retainer 336 includes a latch lever338, which is a generally L-shaped member having a first lever end 340protruding outwardly from the cowling 90, particularly into the opening244 in the upper front cowl panel 106, above the display screen device240. A finger grip 335 is disposed on the first lever end 340,facilitating actuation of the latch lever 338. The latch lever 338 hasan opposite, second lever end 342 which is located in the cowlinginterior 300 and extends transversely to the first lever end 340. Alever body 344 connects the first and second lever ends 340, 342. Apivot pin 346 axially extends through the lever body 344 and intoengagement with the upper front cowl panel 106, alongside the upperfront portion of the supporting frame 82 and defines a latch pivot axis.The latch lever 338 is pivotable about the latch pivot axis and relativeto the upper front cowl panel 106 and the upper front portion of thesupporting frame 82. A compression spring 348 is contained in acylindrical spring cavity 350 formed in the upper front cowl panel 106.An end cap 352 retains the spring 348 in the spring cavity 350 and thebias of the spring 348 tends to move the end cap 352 outwardly to theouter end of the spring cavity 350. The second lever end 342 abuts theend cap 352, opposite the spring 348. As such, the spring 348 tends topivot the latch lever 338 about the pivot axis into the positionillustrated in FIG. 23 .

FIGS. 23-24 illustrate the latch retainer 336 in an engaged position.The spring 348 tends to expand, which moves the end cap 352 to the outerend of the spring cavity 350, as illustrated, which thus pivots thelatch lever 338 about the latch pivot axis, clockwise when viewed fromthe top. As illustrated in FIG. 24 , the latch engagement arm 330 has anangled engagement surface 354 and the latch lever 338, along the outsideof the lever body 344, has a beveled engagement surface 356. As the lid94 is pivoted into the closed position, the latch engagement arm 330 isbrought down onto the latch lever 338 and the angled engagement surface354 engages and slides along the beveled engagement surface 356. Thuscauses the latch lever 338 to pivot about the latch pivot axis,counterclockwise when viewed from above, forcing the end cap 352 intothe spring cavity 350 and compressing the spring 348. Once the angledengagement surface 354 passes by the beveled engagement surface 356, theresiliency of the spring 348 moves the end cap 352 back outwardly in thespring cavity 350, which pivots the latch lever 338 back clockwise aboutthe latch pivot axis and causes the lever body 344 to engage with anengagement recess 358 in the latch engagement arm 330. Engagement of thelever body 344 in the engagement recess 358 retains the lid 94 in theclosed position.

Referring to FIGS. 25-26 , when it is desired to move the lid 94 out ofthe closed position, the user engages the finger grip 325 and pivots thelatch lever 338 counterclockwise when viewed from above into theposition illustrated. This forces the end cap 352 further into thespring cavity 350 and compresses the spring 348 and moves the lever body344 out of the engagement recess 358 and thus out of engagement with thelatch engagement arm 330, freeing the lid 94 for movement in thedirection of arrow 360 in FIG. 26 . Once the user releases the fingergrip 325, the natural resiliency of the spring 348 pushes the end cap352 back towards the outer end of the spring cavity 350 and pivots thelatch lever 338 clockwise when viewed from above into the positionillustrated in FIG. 23 .

Referring to FIGS. 27 and 28 , optionally, port and starboard openingassist mechanisms 362 are located along the upper edges of the port andstarboard side cowl panels 100, 102. The port and starboard openingassist mechanisms 362 are configured to engage the interior surface ofthe lid 94, alongside the downwardly turned side edges 301 when the lid94 is in the closed position. Each opening assist mechanism 362 includesa spring retainer 364 which is fastened to one of the respective portand starboard side cowl panels 100, 102 by fasteners 367. The springretainer 364 has an elongated spring cavity 366 which retains acompression spring 368. A scratch-resisting spring cap 372 is disposedon the outer end of the spring 368 and has an annular retainer flange370 contained in a widened portion of the spring cavity 366. The openingassist mechanisms 362 are configured to bias the lid 94 out of theclosed position illustrated in FIG. 27 when the latch 302 is unlatched.In particular, the spring 368 biases the lid 94 into a slightly openedposition by tending to extend outwardly of the spring retainer 364, thuscausing the spring cap 372 to push upwardly on the interior surface ofthe lid 94 and thereby pivot the lid 94 away from the closed position.Containment of the annular retainer flange 370 in the widened portion ofthe spring cavity 366 limits the travel of the spring 368. Thus when thelatch 302 is unlatched, the port and starboard opening assist mechanisms362 automatically pivot the lid 94 slightly out of the closed position,which enables the user to use their fingers to grasp the underside ofthe perimeter of the lid 94 and further pivot the lid 94 toward the openposition illustrated in FIG. 28 .

Referring now to FIGS. 13-14 , a fuse carrier bracket 374 is mounted tothe supporting frame 82, particularly at the upper rear portion of thesupporting frame 82 inside the frame interior 86. In the installedposition, the fuse carrier bracket 374 is located between the rear ofthe supporting frame 82 and a battery 400 contained in the frameinterior 86, as will be further described herein below. The fuse carrierbracket 374 is specially configured such that it is easily accessible,particularly for removal and installation from above the marine drive 50without the use of tools when the lid 94 is in the open position. Thefuse carrier bracket 374 is a plate-like member having a bracket body376 that retains fuse components 379 for the marine drive 50. Opposingshoulders 378 laterally extend from opposite sides of the bracket body376. Each shoulder 378 forms a downwardly oriented recess 380 thatreceives a mounting post 382 in the frame interior 86, which is formedby a fastener engaged in a threaded bore 384 in supporting frame 82.Each opposing shoulder 378 has inwardly oriented fingers 383 that arespaced apart such that they snap over the mounting posts 382 when thefuse carrier bracket 374 is installed and when the fuse carrier bracket374 is removed. During installation, the fuse carrier bracket 374 islowered in the direction illustrated by dash-and-dot lines in FIG. 13until the mounting posts 382 snap fit into the downwardly orientedrecesses 380, over the fingers 383. The opposing shoulders 378 arepliable such that grasping the bracket body 376 and pulling upwardly,generally in the axial direction, overcomes the normal rigidity of theshoulders 378 and thereby separates the fingers 383 apart as the fingers383 travel along and past the widest part of the mounting posts 382.This frees the fuse carrier bracket 374 for removal from the frameinterior 86. In the illustrated embodiment, the fuse carrier bracket 374is configured for servicing of the fuses, as well as for supporting adiagnostic harness connector.

Referring to FIGS. 29-30 , the marine drive 50 includes a rechargeablebattery 400, which is removably retained in the frame interior 86 andconfigured to provide electrical (battery) power to the electric motor64 for powering the propulsor 58. The type and configuration of thebattery 400 can vary from what is illustrated and described, and forexample can include a lithium battery and/or any other type ofrechargeable battery. In the illustrated example, the battery 400 has abox-shaped battery body 402 having opposing side surfaces 404 andopposing front and rear surfaces 406, 408. A ledge portion 410 (bestshown in FIG. 33 ) extends forwardly from the top of the front surface406 and as further explained herein below has a battery port 426 forconnecting the battery 400 to a corresponding motor port 428 for theelectric motor 64. The battery 400 also has a top cap 412 located on topof the battery body 402 and ledge portion 410. The top cap 412 has ahandle 416, which conveniently enables grasping and lifting of thebattery 400 during insertion and removal relative to the frame interior86. Elongated slots 417 extend along the battery body 402, in particularalong the opposing side surfaces 404 adjacent the front surface 406.

The battery 400 is conveniently accessible for removal and replacementby opening the lid 94. Referring to FIG. 2 , a guide sleeve 418 islocated in the frame interior 86 for guiding the battery 400 into theframe interior 86. The guide sleeve 418 has a generally U-shapedcross-section defined by a U-shaped guide body 420 and opposing guidearms 422 that extend downwardly away from the outer ends of the guidebody 420. The guide arms 422 have elongated tracks 424 which areconfigured to engage with the elongated slots 417 and thereby guide thebattery 400 into the frame interior 86 as the slots 417 slide along thetracks 424. The configuration of the guide sleeve 418 can vary from whatis illustrated and described. In the illustrated example, the guidesleeve 418 is fastened to the supporting frame 82 by fasteners 425extending through the sides of the supporting frame 82 and into threadedengagement with threaded bores in the opposing guide arms 422.

Referring to FIGS. 29-30 and 35-36 , the battery port 426 is located onthe bottom of the ledge portion 410 of the battery 400 and is configuredto output battery power from the battery 400. The corresponding motorport 428 is located in the frame interior 86, on an internal ledgeportion 431 of the supporting frame 82. The battery 400, supportingframe, 82 and guide sleeve 418 are configured such that inserting thebattery 400 into the frame interior 86 automatically engages the batteryport 426 with the motor port 428 so that the battery 400 is able toprovide electrical power to the electric motor 64. With the lid 94 inthe open position, the user grasps the battery handle 416 and lowers thebattery 400 into the frame interior 86 while aligning the elongatedslots 417 on the battery body 402 with the elongated tracks 424 on theguide sleeve 418. As the battery 400 is lowered into the frame interior86, the slots 417 slide downwardly along the tracks 424 as the bottom ofthe ledge portion 410 is brought closer to the internal ledge portion431 and until the battery port 426 is automatically brought intoalignment with and then electrical mating contact with the motor port428. As will be understood by one having ordinary skill in the art, thebattery port 426 and motor port 428 have profiles that correspond toeach other such that these components mate together and electricalcontacts within each port contact each other when the battery and motorports 426, 428 are physically joined, thus enabling electricity from thebattery 400 to be provided to the electric motor 64. Electrical wires 70(see FIG. 1 ) connect the motor port 428 to the electric motor 64,optionally via other electrical auxiliary components, as would be knownto one having ordinary skill in the art. The electrical wires extenddownwardly through the support leg 88 of the supporting frame 82 andthen through the strut 72 and into the lower unit 62 for connection tothe electric motor 64 via, for example, a conventional electrical inputwhich may include a printed circuit board.

Referring to FIGS. 29-33 , a battery latch 430 engages the battery 400with the supporting frame 82 as the battery 400 is inserted into theframe interior 86. The battery latch 430 includes a pair of latchfingers 432 on the forward side of the top cap 412 of the battery 400.The latch fingers 432 are spring-biased outwardly from the battery 400into the position illustrated in FIG. 29 . The battery latch 430 alsoincludes a pair of engagement recesses 434 in the supporting frame 82,in particular in an upper front sidewall thereof. The engagementrecesses 434 are engaged by the latch fingers 432 when the battery 400is fully inserted into the frame interior 86. As the battery 400 is slidinto the frame interior 86, a ramp 436 on the supporting frame 82 isengaged by the latch fingers 432, which pushes the latch fingers intothe battery 400 against the spring-bias. As the battery 400 is fullyinserted into the frame interior 48, the latch fingers 432 becomealigned with the engagement recesses 434 (see FIG. 30 ), which permitsthe spring-bias to force the latch fingers 432 back outwardly and intoengagement with the engagement recesses 434. This retains (latches) thebattery 400 in the frame interior 86.

Referring to FIGS. 31 and 32 , the user can remove the battery 400 fromthe frame interior 86 by pressing a latch actuator 438 on top of the topcap 412. The latch actuator 438 is coupled to the pair of latch fingers432 by a linkage 440 such that pressing the latch actuator 438 moves thelinkage 440 and the latch fingers 432 in the direction of the arrowillustrated in FIG. 31 , removing the latch fingers 432 out ofengagement with the engagement recesses 434, withdrawing the latchfingers 432 into the top cap 412 of the battery 400. This frees thebattery 400 for removal from the frame interior 86 in the direction ofthe arrows in FIG. 32 , as illustrated in dash-and-dot line. Thereafterwhen the user releases the latch actuator 438, the latch fingers 432 areagain spring-biased back to the position illustrated in FIG. 29 . Itwill thus be understood that the battery 400 can be efficiently removedby using only one hand. The user can grasp the battery handle 416 anduse their thumb to press the latch actuator 438, thus enabling the userto lift the battery 400 out of the frame interior 86.

Referring to FIGS. 33 and 34 , a battery removal assist mechanism 450 islocated in the frame interior 86, in particular in the floor of themonolithic body 84, rearwardly of the support leg 88. The batteryremoval assist mechanism 450 includes a compression spring 452 disposedon a spring pedestal 454 in a cylindrical spring holder 456 having anannular mounting flange 460 coupled to the floor of the monolithic body84. A spring cap 458 is located on the spring 452 and coupled to thespring holder 456 such that the spring 452 is compressed between theinside of the spring cap 458 and the floor of the spring holder 456. Thespring cap 458 is reciprocal relative to the spring holder 456. Pressingthe spring cap 458 further into the spring holder 456 compresses thespring 452. The spring 452 biases the spring cap 458 further out of thespring holder 456.

FIG. 30 illustrates the battery 400 fully installed into the frameinterior 86 and latched in place by the battery latch 430. In thisposition, the bottom of the battery 400 forces the spring cap 458 intothe spring holder 456, compressing the spring 452. As illustrated inFIG. 33 , when the battery latch 430 is unlatched, the force of thespring 452 biases the battery 400 upwardly in the direction of thearrows in FIG. 33 . This moves the battery port 426 out of engagementwith the motor port 428, as illustrated, and permits easier removal ofthe battery 400 from the frame interior 86. The battery 400 movesupwardly a small amount under the force of the spring 452, asillustrated by the solid lines and the dash-and-dot lines in FIG. 33 .This also further helps the user by automatically moving the battery 400upwardly out of the frame interior 86 an amount that facilitates easiergrasping of the battery handle 416 and removal from the frame interior86.

It will thus be understood that moving the lid 94 from the closedposition enclosing the frame interior 86 in the cowling interior 300 tothe open position provides access to the cowling interior 300 forinsertion and removal of the battery 400 from the frame interior 86, forexample for recharging and/or service, and replacement of the battery400 into the frame interior 86 for providing power to the electric motor64.

FIGS. 36-37 illustrate the motor port 428 and a motor port cover 500 forpreventing environmental wear or damage of the motor port 428 when thebattery 400 is not installed, for example during servicing and/orstorage of the marine drive 50. In the illustrated example, the motorport cover 500 has a cover body 502 having sidewalls 508 that form agenerally rectangular box shape that is sized just slightly larger thanthe outer perimeter of the sidewalls 506 of the motor port 428, suchthat the cover body 502 fits over the motor port 428 in a friction fitarrangement, as illustrated in FIG. 37 . Optionally, seals 504 aredisposed around the sidewalls 506 of the motor port 428 and form a sealwith the interior surfaces of the sidewalls 508 of the generallyrectangular shaped cover body 502, forming a friction fit when the coverbody 502 is slid onto the motor port 428. In other examples, the coverbody 502 can be configured to engage with the motor port 428 via asnap-fit arrangement and/or the like. The cover body 502 has a top wallwith a handle 507 which protrudes upwardly from the top wall,facilitating grasping by the user for placement on the motor port 428during servicing and/or storage of the marine drive 50 and for removalfrom the motor port 428 when the battery 400 is to be installed.

Referring to FIGS. 24 and 26 , a pedestal 510 is located on the interiorsurface of the lid 94 is configured to retain the motor port cover 500in a storage position, for example when the battery 400 is installed inthe frame interior 86. Just like the motor port 428, the pedestal 510has sidewalls 512 that form a generally rectangular box shape that issized just slightly smaller than the inner perimeter of the sidewalls508 of the cover body 502. Also just like the motor port 428, thepedestal 510 has seals 514 disposed around the sidewalls 512 that form aseal with the interior surfaces of the sidewalls 508 of the cover body502. Preferably, the motor port 428 and the pedestal 510 have anidentical outer perimeter shape and size. Ideally, the pedestal 510 andthe motor port 428 have an identical outer perimeter shape and size. Asillustrated in FIGS. 27-28 , the pedestal 510 provides a secure andsealed location for storing the motor port cover 500 when it is not inuse on the motor port 428, thus preventing environmental wear or damageof the motor port cover 500 and thus preventing subsequent transfer ofenvironmental contaminants such as salt and water from the motor portcover 500 to the motor port 428. A tether 516 connects the motor portcover 500 to the supporting frame 82, thus preventing loss of the motorport cover 500, for example by accidentally dropping the motor portcover 500 in the water.

FIG. 38 illustrates a second embodiment of a motor port cover 600 forpreventing environmental wear or damage of the motor port 428 when thebattery 400 is not installed, for example during servicing and/orstorage of the marine drive 50. The motor port cover 600 is illustratedin solid lines in a use position and in dashed lines in a storageposition. In the use position, the motor port cover 600 has sidewalls602 that surround and abut the sidewalls 506 of the motor port 428 in afriction fit. The motor port cover 600 has an inner end that ispivotally connected to the supporting frame 82 by a hinge 604.Optionally, seals 504 are disposed around the sidewalls 506, similar tothe first embodiment, for sealing between the motor port 428 and theinterior of the sidewall 602. When it is desired to move the motor portcover 600 into a storage position, for example when the battery 400 isto be installed, the user grasps a lip 608 on the front of the motorport cover 600 and pivots the motor port cover 600 upwardly about thepivot axis defined by the hinge 604. A recess 612 in the sidewall of thesupporting frame 82 provides a storage space for the motor port cover600 in the storage position.

FIGS. 39 and 40 illustrate a third embodiment of a motor port cover 700for preventing environmental wear or damage of the motor port 428 whenthe battery 400 is not installed. Just like the first and secondembodiments, the motor port cover 700 is movable into a use position(FIG. 39 ) in which the motor port cover 700 prevents environmental wearor damage of the motor port 428 and a non-use or storage position (FIG.40 ) in which the battery port 426 is connectable to the motor port 428.Unlike the first and second embodiments, the third embodiment isconfigured such that inserting the battery 400 into the frame interior86 automatically causes the motor port cover 700 to move from the useposition to the non-use or storage position. More specifically, a leverassembly 702 is configured to move the motor port cover 700 into thenon-use position. The lever assembly 702 includes a lever arm 704 whichis an L-shaped member having a first end 706 that protrudes into theframe interior 86, a second end 708, and a lever body 710 that extendsbetween the first end 706 and the second end 708. The lever body 710 ispivotably coupled to the supporting frame 82 at a lever pivot axis 712.The second end 708 is pivotably coupled to the first end of an elongatedlinkage bar 714 at a first linkage pivot axis 716. The elongated linkagebar 714 has an opposite, second end that is pivotally coupled to a firstend of a crank arm 718 at a second linkage pivot axis 720. The oppositesecond end of the crank arm 718 is pivotably coupled to the supportingframe 82 at a cover axis 722. A torsion spring 724 on the crank arm axis722 has a first end coupled to the supporting frame 82 and an opposite,second end coupled to the motor port cover 700.

The motor port cover 700 is normally biased by the torsion spring 724into the use position illustrated in FIG. 39 . The torsion spring 724has a natural spring bias that acts between the supporting frame and themotor port cover 700 so as to pivot the motor port cover 700 about thecover axis 722 into position over the top of the motor port 428. Whenthe user installs the battery 400 in the manner explained herein above,the battery body 402 slides downwardly in the direction of arrow 730 andas it does so it engages the lever arm 704 and causes the lever arm 704to pivot about the lever pivot axis 712 in the direction of arrow 732.This moves the elongated linkage bar 714 upwardly and pivots the crankarm 718 in the direction of arrow 734. Such movement of the crank arm718 moves the motor port cover 700 into the non-use position illustratedin FIG. 40 , wherein the motor port cover 700 is out of the way of thebattery port 726 and as such permits connection of the battery port 726to the motor port 728 during continued insertion of the battery 400 inthe direction of arrow 730, and as further described herein above.Subsequent removal of the battery 400 from the frame interior 86 allowsthe torsion spring 724 to again pivot the motor port cover 700 into theuse position illustrated in FIG. 39 . Thus, it will be understood thatmoving the battery 400 into the frame interior 86 engages the leverassembly 702 via the lever arm 704 so as to automatically move the motorport cover 700 from the use position illustrated in FIG. 39 to thenon-use position illustrated in FIG. 40 . Removing the battery 400 fromthe frame interior 86 permits the bias of the torsion spring 724 to movethe motor port cover 700 back into the non-use position illustrated inFIG. 40 .

1. A marine drive for propelling a marine vessel, the marine drivecomprising: a propulsor configured to generate a thrust force in a bodyof water, an electric motor which powers the propulsor, a battery havinga battery port for outputting battery power, a supporting frame whichsupports the marine drive relative to marine vessel, the supportingframe having a frame interior which retains the battery, and a cowlingon the supporting frame, the cowling having a first cowl portion and asecond cowl portion which is movable relative to the first cowl portioninto a closed position enclosing the supporting frame and the battery ina cowling interior and alternately into an open position providingaccess to the cowling interior, and enabling insertion and removal ofthe battery.
 2. The marine drive according to claim 1, wherein thesupporting frame extends from a front to a rear in a longitudinaldirection, from a port side to a starboard side that is opposite theport side in a lateral direction that is perpendicular to thelongitudinal direction, and from a top to a bottom in an axial directionthat is perpendicular to the longitudinal direction and perpendicular tothe lateral direction, wherein the first cowl portion comprises a cowlbody disposed on the front, the rear, the port side and the starboardside of the supporting frame and the second cowl portion comprises a lidlocated on the top of the supporting frame, and wherein the lid ismovable relative to the cowl body into and between the closed positionand the open position.
 3. The marine drive according to claim 2, whereinthe lid comprises a front end that is latched to the supporting frame bya latch and a rear end that is pivotally coupled to the supporting frameby a hinge.
 4. The marine drive according to claim 3, further comprisingat least one spring-biased finger that pushes the lid out of the closedposition when the latch is unlatched.
 5. The marine drive according toclaim 3, wherein the latch comprises a latch engagement arm protrudingfrom an interior surface of the lid and a latch retainer coupled to thesupporting frame, wherein pivoting the lid into the closed positioncauses the latch retainer to automatically retain the latch engagementarm and thereby retain the lid in the closed position.
 6. The marinedrive according to claim 5, wherein the latch retainer comprises a latchlever that is pivotable from outside the cowling, about a latch pivotaxis into and out of a latched position in which the latch lever engageswith and retains the latch engagement arm.
 7. The marine drive accordingto claim 6, wherein the latch lever comprises a first lever endprotruding outwardly from the cowling, a second lever end, and a leverbody connecting the first lever end to the second lever end, and furthercomprising a spring that biases the latch lever about the latch pivotaxis towards the latched position.
 8. The marine drive according toclaim 3, wherein the hinge comprises a stationary frame which is fixedrelative to the supporting frame and hinge arm that pivotally couplesthe lid to the cowl body along a hinge pivot axis, and furthercomprising a detent mechanism that retains the hinge arm in the openposition.
 9. The marine drive according to claim 8, wherein the detentmechanism comprises a spring-loaded ball on a first one of thestationary frame and the hinge arm, wherein the spring-loaded ballengages a corresponding recess in a second one of the stationary frameand the hinge arm so as to retain the hinge arm in the open position.10. The marine drive according to claim 8, further comprising a stopfinger that transversely extends from the hinge arm and engages with astop surface on the stationary frame when the hinge arm is pivoted intothe open position.
 11. The marine drive according to claim 1, furthercomprising a fuse carrier bracket that is removable from the cowlinginterior without tools.
 12. The marine drive according to claim 11,wherein the fuse carrier bracket comprises a fuse carrier bracket bodyand opposing shoulders that fit over opposing mounting posts on thesupporting frame such that the fuse carrier bracket is removable fromthe cowling interior.
 13. The marine drive according to claim 12,wherein each of the opposing shoulders comprises a pair of inwardlyoriented fingers that snap fit over a respective one of the opposingmounting posts when the fuse carrier bracket is installed.
 14. Themarine drive according to claim 12, wherein the fuse carrier bracket islocated between the battery and the supporting frame.
 15. The marinedrive according to claim 1, further comprising a display device that isvisible from a front of the supporting frame.
 16. The marine driveaccording to claim 15, wherein the display device comprises a planardisplay screen that is angularly oriented so that the planar displayscreen is visible from above the marine drive.
 17. The marine driveaccording to claim 16, wherein the display device further comprises abacking bracket for retaining the planar display screen, wherein thebacking bracket is fixed to the cowling alongside the front of thesupporting frame.
 18. The marine drive according to claim 17, whereinthe display device further comprises a GPS puck and wherein the backingbracket defines a hole over the GPS puck which is configured so that thebacking bracket does not interfere GPS signals to and from the GPS puck.19. The marine drive according to claim 1, further comprising a motorport in the frame interior, wherein inserting the battery into the frameinterior engages the battery port with the motor port so that thebattery provides power to the electric motor.
 20. The marine driveaccording to claim 19, further comprising a track which guides thebattery into the frame interior such that battery port automaticallyoperably engages the motor port.